Cessna 172 25kt Crosswind Touch And Go

winds were 180 at 20kt gusting 25kts.

[@jimmydulin928]

Good job with the crab and then change to side slip just before touchdown. Extra airspeed keeps ailerons active longer, but we have to slow eventually to quit flying. Full flaps help the big Cessna wing quit flying in low ground effect at a slower ground speed, which helps not bend stuff. And the wind, especially headwind component, is our friend in this respect. Because I use a power/pitch full flap type deceleration enough get a sink which will allow the throttle to come into full and dynamic play to very accurately maintain an exact glide angle and rate of descent and then use the apparent rate of closure change when on very short final to further decelerate as default, I can angle across to increase the headwind component of the crosswind. Because dynamic throttle not only mitigates gust spread sink/balloon and allows me to touchdown exactly where desired slower with power than with the throttle closed, I can touch down on the exact downwind corner of the runway with dynamic proactive rudder (side slip method) nailing the new centerline (longitudinal alignment) from the downwind corner to a thousand feet even less in strong crosswind up the exact upwind edge of the runway. We can use the upwind big airplane touchdown zone marking if available for an aiming point. The problem with going down the centerline is the crosswind component limitation of the airplane. The problem with extra airspeed, especially when this makes the crosswind landing a faster ground speed than the no wind landing, is that we have to decelerate to much slower than Vso, and out of ground effect number, before the wing will quit flying. In really strong crosswind, angling across to increase headwind component can result in zero to 20 mph ground speed at touchdown with enough relative wind from headwind component and prop blast, the wing may still be flying some. While down safely and having not torn anything up, we may need the fuel truck to drive formation upwind from us in order to taxi in. Anyway, good job. The angle across requires full flaps, deceleration to bring the throttle into dynamic play for glide angle and rate of descent control on short final, and use of the apparent rate of closure to further decelerate coming into ground effect exactly the same as we use the apparent rate of closure in our autos to decelerate coming into an intersection. Another trick with gust spread is to get completely off the steering wheel (aileron) function of the yoke. We do not want to turn on short final and thus we need absolutely no bank and thus absolutely no aileron. If we bracket the centerline (or our angle line) between our legs with dynamic proactive rudder (walk the rudders to prevent any nose movement away from the centerline before anything tries to move it (left turning factors, gusts, distraction, etc.), the wing is automatically level or stabilized at a bank to counter drift. Using your crab until almost touchdown, there is no need for aileron movement. Use dynamic proactive rudder to move our butt down the centerline extended (or our angle extended if angling across the runway.) I think this angle across method would be more comfortable for you changing to the side slip to counter drift on short final rather than just before touchdown. Angle to the angle could be a bit confusing taken all the way down.

[@bernardanderson3758]

Hold that power in all the way to the flare

[@bernardanderson3758]

If you are using flaps get them up